EP0251733A2 - Steuerung für eine Kupplung eines Fahrzeugs - Google Patents

Steuerung für eine Kupplung eines Fahrzeugs Download PDF

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Publication number
EP0251733A2
EP0251733A2 EP87305717A EP87305717A EP0251733A2 EP 0251733 A2 EP0251733 A2 EP 0251733A2 EP 87305717 A EP87305717 A EP 87305717A EP 87305717 A EP87305717 A EP 87305717A EP 0251733 A2 EP0251733 A2 EP 0251733A2
Authority
EP
European Patent Office
Prior art keywords
clutch
current
signal
engine
stall
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP87305717A
Other languages
English (en)
French (fr)
Other versions
EP0251733A3 (de
Inventor
Hiroya Ohkumo
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Subaru Corp
Original Assignee
Fuji Jukogyo KK
Fuji Heavy Industries Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Fuji Jukogyo KK, Fuji Heavy Industries Ltd filed Critical Fuji Jukogyo KK
Publication of EP0251733A2 publication Critical patent/EP0251733A2/de
Publication of EP0251733A3 publication Critical patent/EP0251733A3/de
Withdrawn legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/66—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • B60W10/101—Infinitely variable gearings
    • B60W10/107—Infinitely variable gearings with endless flexible members
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18027—Drive off, accelerating from standstill
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/02—Clutches
    • B60W2510/0241—Clutch slip, i.e. difference between input and output speeds
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/06—Combustion engines, Gas turbines
    • B60W2510/0638—Engine speed

Definitions

  • the present invention relates to a control system for an electromagnetic clutch for a motor vehicle.
  • An automobile provided with a continuously variable belt-­drive transmission with an electromagnetic clutch is disclosed in EP-A-151038.
  • the electromagnetic clutch of the transmission is controlled by a control system to provide various operational modes for clutch torque (clutch current).
  • One of the modes is selected in accordance with a position of a selector lever and driving conditions of the vehicle to control the electromagnetic clutch.
  • FIG. 7a shows a clutch torque curve Tc and engine torque curve Te at an opening degree of a throttle valve.
  • the clutch torque coincides with engine torque Te at a point A (stall speed Ns)
  • the clutch begins to transmit power.
  • the engine speed is kept constant until the output speed of the clutch (Nc) coincides with input (engine) speed Ne thereof and the clutch is entirely engaged, at a point B. Accordingly, the clutch slips between points A and B, where clutch engagement degree or rate E (Nc/Ne) is smaller than 1 (E ⁇ 1), which is called stall condition.
  • the engine stall speed is influenced by variations in clutch torque characteristic, which are caused by manufacturing tolerances and deterioration with time, or the reduction of engine torque at high altitudes.
  • the engine stall speed Ns decreases to a lower point A ⁇ .
  • the vehicle starts at a small engine torque range so that the starting characteristic decreases.
  • the clutch torque reduces to a line Tc ⁇ , the engine stall speed Ns increases to a point A ⁇ , which causes reduction of transmission efficiency and rise of temperature of the clutch.
  • the present invention seeks to provide a control system which may improve the engagement operation of clutch at a start of a vehicle to provide an optimum starting characteristic.
  • a system for controlling an electromagnetic clutch for transmitting power of an engine in a motor vehicle comprising: means for providing a clutch current for the clutch which increases with increase of speed of the engine; detector means for detecting a slipping state of the clutch at start of the vehicle and for producing a slip signal; means responsive to the slip signal for producing a stall signal when the rate of change of engine speed is small when the vehicle starts; means responsive to the stall signal for producing a current signal representing actual clutch current at that time; means for providing a reference stall current signal in accordance with load on the engine; means for comparing the actual clutch current signal with the reference stall current signal and for producing an output signal dependent on the difference between those currents; means for producing a clutch current correction signal in dependence on the output of the comparator; and means for correcting the clutch current provided from the clutch current providing means by the clutch current correction signal from the correction signal producing means, so that the clutch current is controlled to a value appropriate for the engine and clutch operating conditions.
  • a crankshaft 10 of an engine 1 is operatively connected to an electromagnetic powder clutch 2 for transmitting the power of the engine 1 to a continuously variable belt-drive automatic transmission 4 through a selector mechanism 3.
  • the output of the belt-drive transmission 4 is transmitted to axles 8 of vehicle driving wheels 9 through an output shaft 13, a pair of intermediate reduction gears 5, an intermediate shaft 6, and a differential 7.
  • the electromagnetic powder clutch 2 comprises an annular drive member 2a connected to crankshaft 10 of the engine 1, a driven member 2b secured to an input shaft 11 of the transmission 4, and a magnetizing coil 2c provided in the driven member 2b. Powder of magnetic material is provided in a gap between the drive member 2a and driven member 2b. When the magnetizing coil 2c is excited by the clutch current, driven member 2b is magnetized to produce a magnetic flux passing through the drive member 2a. The magnetic powder is aggregated in the gap by the magnetic flux and the driven member 2b is engaged with the drive member 2a by the powder. On the other hand, when the clutch current is cut off, the drive and driven members 2a and 2b are disengaged from one another.
  • the selector mechanism 3 is provided between the input shaft 11 and a main shaft 12.
  • the selector mechanism 3 is provided with a synchromesh mechanism comprising gears, hub, and sleeve for connecting the input shaft 11 and the main shaft 12 to selectively provide a driving position (D-range) and a reverse driving position (R-range).
  • the continuously variable belt-drive automatic transmission 4 has the main shaft 12 and the output shaft 13 provided in parallel with the main shaft 12.
  • a drive pulley 14 provided with a hydraulic cylinder 14a is mounted on the main shaft 12.
  • a driven pulley 15 provided with a hydraulic cylinder 15a is mounted on the output shaft 13.
  • a drive belt 16 engages with the drive pulley 14 and the driven pulley 15.
  • Hydraulic cylinders 14a and 15a are communicated with an oil hydraulic control circuit 17.
  • the hydraulic control circuit 17 is responsive to vehicle speed, engine speed and throttle valve position for controlling the amount of oil supplied to the cylinders 14a and 15a.
  • the pulleys 14 and 15 are operated by compressive forces of cylinders so that the running diameter of belt 16 is varied to continuously vary the transmission ratio.
  • An electronic control system for the clutch 2 and the belt-drive transmission 4 has an engine speed sensor 19, and rotating speed sensors 21 and 22 for respectively sensing speeds of drive pulley 14 and the driven pulley 15.
  • a choke switch 24 produces an output signal when a choke valve of the engine 1 is closed, and an air conditioner switch 23 produces an output signal at the operation of an air conditioner.
  • a selector lever 25 connected to the selector mechanism 3 is provided with a select position sensor 26 for sensing a drive position D and a reverse position R.
  • An accelerator pedal switch 28 is provided for sensing the depression of an accelerator pedal 27, and a throttle position sensor 29 is provided.
  • a driven member speed sensor 18 is provided on the clutch 2 at an output shaft of the driven member 2b thereof for sensing the speed of the driven member 2b.
  • Output signals of the sensors and pulses of the switches are applied to an electronic control unit 20 which produces a clutch current control signal to the clutch 2 and a control signal for controlling the transmission ratio (i) and a line pressure control singal to the control circuit 17.
  • a transmission ratio changing speed control section 30 is applied with a drive pulley speed signal N P of the sensor 21, driven pulley speed signal N S of the sensor 22, and throttle position signal ⁇ of the sensor 29 to produce the transmission ratio control signal dependent on a desired transmission ratio changing speed di/dt.
  • a line pressure control section 31 is applied with an engine speed signal Ne of the sensor 19, throttle position signal ⁇ of the sensor 29, actual transmission ratio signal i (N S /N P ) of the transmission ratio changing speed control section 30 to produce the line pressure control signal dependent on a desired line pressure.
  • a reverse excitation mode deciding section 32 is applied with engine speed signal Ne of the sensor 19 and drive position signal of the select position sensor 26.
  • the reverse excitation mode deciding section 32 produces a reverse excitation signal which is applied to an output deciding section 33, so that a small reverse current flows in the clutch 2 to release the clutch completely.
  • a clutch current mode deciding section 34 is applied with signals from the reverse excitation mode deciding section 32 and accelerator pedal switch 28, and vehicle speed signal V from driven pulley speed sensor 22 for deciding driving conditions such as starting mode to produce output signals.
  • the output signals are applied to a start mode providing section 35, drag mode providing section 36, and clutch lock-up engagement mode providing section 37.
  • the start mode providing section 35 decides clutch current of starting characteristic dependent on a desired engagement degree or rate of the clutch responsive to the throttle valve opening degree ⁇ and a driven member speed Nc by the sensor 18.
  • the starting characteristic is corrected by signals from the throttle valve opening degree ⁇ , vehicle speed V, and driving positions of D-range and R-range.
  • the drag mode providing section 36 decides a small drag current when the accelerator pedal 27 is released at a low speed in each drive position for providing a drag torque to the clutch 2 for the smooth starting of the vehicle.
  • the clutch lock-up engagement mode providing section 37 decides a lock-up current in response to the vehicle speed V and throttle opening degree ⁇ at each drive position for entirely engaging the clutch 2. Outputs of sections 35, 36 and 37 are applied to the output deciding section 33 to control the clutch current. A range of each mode is shown in Fig. 3.
  • the start mode providing section 35 has a start mode deciding section 40 which is supplied with output signals of the clutch current mode deciding section 34, throttle valve opening degree ⁇ , engine speed Ne, drive positions of R-range and D-range, and driven member speed Nc.
  • the output of the section 41 is applied to an output section 43 through a correcting section 42.
  • Signals of the engine speed Ne and the driven member speed Nc are applied to a clutch engagement rate or degree calculator 44.
  • the clutch engagement rate E and engine speed Ne are applied to a stall condition detector 45.
  • the stall condition detector 45 produces a stall signal when engine speed changing rate is small (dNe/dt ⁇ O) at slipping of the clutch (E ⁇ 1).
  • the stall signal is applied to a basic clutch current deriving section 46 which derives a basic clutch current Ico from the basic clutch current providing section 41 in response to the stall signal.
  • throttle valve opening degree ⁇ is applied to a set stall current lookup table 47.
  • the table 47 stores a plurality of reference stall currents (Iso) for desired stall speeds (Nsd) which are set in accordance with the opening degree ⁇ of the throttle valve.
  • Signals representing the currents Ico and Iso are applied to a comparator 48 to produce a difference between the currents.
  • the output of the comparator 48 is applied to a correction current setting section 49 which produces a correction current Ic ⁇ in accordance with the output of the comparator 48.
  • the output of the start mode deciding section 40 is applied to the correction current setting section 49.
  • the clutch torque Tc reduces to a small torque and increases at a small torque characteristic as shown by line m in Fig. 6a, and coincides with the engine torque Te ⁇ at a point Ac at the desired stall speed Nsd.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • General Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
EP87305717A 1986-06-28 1987-06-26 Steuerung für eine Kupplung eines Fahrzeugs Withdrawn EP0251733A3 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP15244/86 1986-06-28
JP1524486 1986-06-28

Publications (2)

Publication Number Publication Date
EP0251733A2 true EP0251733A2 (de) 1988-01-07
EP0251733A3 EP0251733A3 (de) 1989-03-08

Family

ID=33428723

Family Applications (1)

Application Number Title Priority Date Filing Date
EP87305717A Withdrawn EP0251733A3 (de) 1986-06-28 1987-06-26 Steuerung für eine Kupplung eines Fahrzeugs

Country Status (1)

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EP (1) EP0251733A3 (de)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0462414A1 (de) * 1990-05-23 1991-12-27 Csepel Autogyár Verfahren zur halbautomatischen oder automatischen Kupplungsbetätigung in Kraftfahrzeugen
DE102005030534A1 (de) * 2005-06-30 2007-01-04 GM Global Technology Operations, Inc., Detroit Verfahren und Vorrichtung zum Steuern einer automatisierten Kupplung

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0147201A2 (de) * 1983-12-27 1985-07-03 Fuji Jukogyo Kabushiki Kaisha Steuerungsanlage für das Drehmoment einer Fahrzeugkupplung
EP0151038A2 (de) * 1984-01-31 1985-08-07 Fuji Jukogyo Kabushiki Kaisha Steueranlage für eine elektromagnetische Kupplung eines Fahrzeugs
GB2158912A (en) * 1984-05-14 1985-11-20 Nissan Motor Automatic clutch control system
EP0178781A2 (de) * 1984-09-13 1986-04-23 Fuji Jukogyo Kabushiki Kaisha Steueranlage für eine elektromagnetische Kraftfahrzeugkupplung

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0147201A2 (de) * 1983-12-27 1985-07-03 Fuji Jukogyo Kabushiki Kaisha Steuerungsanlage für das Drehmoment einer Fahrzeugkupplung
EP0151038A2 (de) * 1984-01-31 1985-08-07 Fuji Jukogyo Kabushiki Kaisha Steueranlage für eine elektromagnetische Kupplung eines Fahrzeugs
GB2158912A (en) * 1984-05-14 1985-11-20 Nissan Motor Automatic clutch control system
EP0178781A2 (de) * 1984-09-13 1986-04-23 Fuji Jukogyo Kabushiki Kaisha Steueranlage für eine elektromagnetische Kraftfahrzeugkupplung

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0462414A1 (de) * 1990-05-23 1991-12-27 Csepel Autogyár Verfahren zur halbautomatischen oder automatischen Kupplungsbetätigung in Kraftfahrzeugen
DE102005030534A1 (de) * 2005-06-30 2007-01-04 GM Global Technology Operations, Inc., Detroit Verfahren und Vorrichtung zum Steuern einer automatisierten Kupplung

Also Published As

Publication number Publication date
EP0251733A3 (de) 1989-03-08

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Inventor name: OHKUMO, HIROYA